turboplanner

Sorry.

.....equipment. It wasn't Cappy he was after but the fox stole. Foxes killed and ate rabbits and that deprived him of income and when he saw it he lost control and forgot there was aCappy behind the foxskin. To save on the cost of ammunition CT had bought several cases of ammo from Tinklin Water GoodTime Ammunition, based somewhere in the back blocks of China. His first shot hit the ceiling; the second shot was a fizzer; the third shot hit the floor and CT swore. This attracted a Special Security Officer who had been trained by the US Secret Service and spent some time as an FoI. He walked over, hand on his gun, and said "You realise, you're not allowed to swear in here?" CT ......................

.....wore a fox stole. CT was in the audience and carrying ............

I've added a Bonanza A36 in. See if you can talk it through and pick the risk points.

......lacking in the dress code for borking parties. As much as Cappy was down on Epaulette, he almost always showed up at a party in a neat boiler suit with Captain epaulettes and a copy of the VFRG in his hip pocket (the other one reserved for his flask). That dresswouldn't do here. Things would be said like "We don't DO that here" or "Do we KNOW him" and Cappt would be a dead duck or ....................

Clashing calls and over-transmitting are common in busy city circuits. That's why ASA push the importance of visual. It's unusual for inbound calls to be missed, letting down at the same time in the same area and adopting the same track at the same time and not be adhering to the 1000' altitude on downwind, but it happens.

I disconnected from any discussion on this and referred you to the Australian legislation.

.........bork attack parties or even borking pool parties which required ...................... Turbo apologises for his short posts; he has spent the night farwelling the bros at the CFMEU farewell party where he was thanked personally by JS (THEMAN!) and given some friendly advice not to talk by some of the other starts of the outgoing Union.

I'll see if I can find some figures.

.....that really bugs me. Once upon a time you could buy borking tools everywhere but now people just use their fingers. There was silence and embarrassed looks from the crowd; they knew they were uncouth by yesterday's standards, but one, the once prominent poster, raconteur and moderator, Commissioner Ahlocks who had dropped in to see his once coffee-companion Cappy, didn't mince words and yelled "they're two heavy, that's why. The lightning fast mind of O, who was known to have repainted a Lanz Bulldog yellow because his customer wanted a Cat, was whirring and his eyes settled on Blacko. "Could you make me some sets of borking tools, but much lighter?" he whispered. There was a burp and a rush of air rather like a Horwood Bagshaw starting up and Blacko said "SssssHsssshshshshshpfffffff" which meant yes in Blacksmith language. Soon there were OneTrack borking sets near the registers of all Coles and Woolworth stores, and people had borking parties and borked ..................

You said "I never do circuits and had to do them for my recent BFR." My comments were based on your experience flying out of your strip on French Island. Now you've said: and now you've said. I would disregard the FAA experience; I've flown there and the procedures are not the same as the CASA procedures that currently apply in Australia. So you've done heaps of circuits in RAA here. So I'll retract all my comments, and I certainly will not be interested in becoming an unqualified Instructor; I'm just a contributor on this site. My recommendation is to go to the CASA website and download the current Visual Flight Rules Guide which give you CASA's expectations in plain English, and also download the CASA legislation to get the full picture. How you bring yourself into compliance from that is up to you. As far as your experiences and wanting to change recommendations, rather than seeking supporters on social media, you can write to CASA giving the reasons; If they agree, that change will come out in updates. I've done this with the federal Government which promptly changed the braking regulations on trucks.

-.-.-.-.(the blacksmith was a "Pager" a word indigenous to WA which means someone who can talk faster than a page a minute but on this occasion he had the flu, so we are none the wiser on what he intended to say, except that ...................................

.........a blacksmith (WA still has two or three in every town). The blacksmith sucked the air in through his nose and spat a few times, then said "........

.....a Congressional Inquiry where after a lgthy sessions, contrails were banned unless the operator haqd a permit for ......................

If people in Class G make the CASA recommended calls, and broadcast correctly, there's a lot of spare time for someone to add an extra turn call if that's going to make his situation safer. "Disorderly" If you look at the rectangle the aircraft will usually take off at orderly intervals, but the slow climbers will start to fall behind; as they make their Base turns it becomes obvious that some have fallen behind so the ones who don't follow rules will cut across, and the same thing will happen at the base turn, and progressively they will get out of takeoff order, and mix with new arrivals joinging base. It's quieter at early downwind than late downwind. You realise that (a) given that many pilots don't know what the recommended CASA calls are, they won't bother giving them (It will be a Come to Jesus experience after a crash, but we'll leave that for them to experience.) The next group don't fly on aircraft performance, they fly on the landmarks they might have been given around the time of first solo, so some of them are going to cut across you from the right on the take off leg, more on Crosswind and more again on downwind and at the end of downwind where each pilot is supposed to be looking back over his left shoulder and turning Base when he's 45 degrees from the end of they runway as in the diagramme, this lot will be using a ground marker and crowding you all the way down. As Facthunter said, an aircraft turning base is easier to see. If you dump the Base call and make a Downwind call, a lot of movements and re-ordinging will have taken place by Final, and the circuit will then have the additional inbound aircraft who joined the circuit AFTER you called. It's less safe in cross country flying arriving at a field where they've departed from the normal CASA recommendations and made up their own. My advice is to call according to the booklet "Radio Procedures in non-controled airspace, particularly pages 3,4,5." using the word "recommended" in it's legal sense, and CASA's broader advice. Thousands of RA and GA pilots are not flocking to social media to complain and offer their opinions on CASA's recommendation. Take the numbers complaining off the total current pilot numbers and you can calculate your own percentage. You don't mention if any of those airfields are complying with the CASA recommendations, or reporting their own requirements in the ERSA. If they are, then there will be general commonality. "It's a weakness that obviously needs tightening;" If CASA were to prescribe a set of rules they would resume legal responsibility, and financial liability for ensuring everyone was flying according to those prescribed rules. CASA started moving away from presecriptiv rules in the mid 1980s; you you pay for any non-complyance; CASA provide you with helpful recommendations, but you, the person now legally responsible for reasonably perceived risks decide how you're going to eliminate those risks. So if you see a weakness, it's up to you to tighten it. Based on what I just explained, if you just follow what others are doing at an airfield, then that's your risk safety net, so legal safety net in the case of an accident. It's possible the airfield isn't complying with CASA's recomendations and/or hasn't put the thought into a safe circuit like you have. Since you have the liability in the end, I wouldn't be choosing that path. By all means write to CASA; I wouldn't think CASA would do that because it would mean reassuming liability when so many thousands of pilots have accepted it, but they may be able to give you a clearer understanding of why they dumped the responsibility of the precise radio rules we used to have. "I never do circuits and had to do them for my recent BFR." I forgot about this, which would be why you were asking individual airfields etc. My recommendation at this stage, before you ask more questions without a few hundred circuits under your belt, is that you see if you can get an hour up in the Moorabbin Tower asap before you talk to CASA. Normally you only need to phone the Tower number and ask if you could observe for an hour. You have to keep the talking down to when they want to talk, but just listening to the pilots you'll quickly pick up the pattern of the big whirlpool with some joining, some leaving, some stuffing up radio, but generally you'll see the pressure points and after an hour be picking up the ones who are going to have to go round because they didn't slow down enough to allow the guy in front to depart the runway, and most particularly you can test your theories, which are already pretty good and know where it's difficult to see. The tower operators will often walk you through with a pilot wh's screwed up and how they gently nudge him back into order. That's not Class G, so you don't get that in the country, but6 is sure shows you how to do a safe circuit and make safe calls.

...........model kit of a Cessna Centurion so he can occupy himself when the prawns aren't biting and ....................

....generally have a holiday and take in the landscape because Bone was boring, with its thousands of square kilometers of endless green sugar cane ensuring your horizon was 20 metres away and the only relief from a view of bitumen was a squashed snake or one of the ubiquitous HQ Holdens. It was even more boring after bull left. Mavis had become heartily sick of him crapping on about one day becoming a trawler skipper, but now she pined for the deep vopice which filled the Bone RSL night after night. That little XXXX OT had moved in though, having told everyone he was moving CAT parts out to a new warehouse closer to the mines when he had actually talked Virgin down 50% on a ticket to CQ claiming he was about to increase tourist traffic from Bone to Kalgoorlie. His warehouse was one of the sheds at the edge of town and Mavis was about to fill it. However, Mavis had already had enough of the endless sand punctuated only by rock and old VH Valiants strewn along the sides of the roads. She thought "XXXX ...................................

....to see who could break the most parts, the winner to have the title "Breaker .......................

This is the Cunamulla exercise I did for people wanting to polish up circuit skills. If you've learnt to fly circuits based on turns at the Bunnings Warehouse, Stockfeed depot, Two story house and Mcdonalds, this shows what you might encounter on arrival.

I wouldn't rate myself as being experienced unless it was experienced at making mistakes every flight. Two of our members had near-collisions in the circuit last year, so I did some analysis. In answer to your question, the positions are reasonably easy to calculate and draw to scale. If you are in the Class for the 1000' ciruit, your Crosswind turn is when you reach 500' That decided the distance out from the end of the runway. Your Downwind turn is when you reach 1000' and that decides how far out from the runway you will be. If you fly a Jabiru J230 only after a while you'l notice in still conditions you'll pretty much turn at the same landmarks every time. Some pilots get into the habit of using these landmarks, then they fly out to a BBQ and have no idea how to judge the landing in the circuit. So best not to fall for that trap. In one of the near collisions a pilot was criticised for being in the wrong position, but in fact both pilots scaled out pretty much over where the perdormance of the aircraft would have them. After talking to the pilots I realised we should spend more time studying the likely aircraft to visit the airfield so we know were to look for them, as against looking down our own track, where most will not be. In July and August I collected performance data and scaled a few out, then did a rough scale layout. I don't think anyone is going to memorise the theoretical track of every aircraft because our eye scan capacity is probably wide enough to cover low performance - medium - high. I then picked an airport with no landmarks and suggested people experiment with a route for a 3 State cross country and a diversion around a thunderstorm so the approach to the airport was from a new direction. As far as i know, no one tried it out, or if they did and screwed up, told us. Better to screw up on paper. So in answer to the question, pick an aircraft and I'll pull the calulated distance and that will be close, but in reality just knowing how the spin drier works makes a big, the slow climber will be a lot further out on crosswind and downwind, and if you're flying a high performance aircraft closer in will sometimes lose a place or two then call base ahead of you, but take forever to appear in front of you etc. When flying the circuit, an airfield with both RA and GA produces roughly the spread that you see on the diagramme below. RA alone or GA alone are even more manageable lines of sight. Crosswind usually denotes this band of tracks. If you're going to be joining downwind you can more easily see the ones banking, but it's going to be the ones who have already turned downwind that cause you stress. With a Baron in close and fast, you're looking to join behind him and he'll be going away from you all the way down. With a very slow aircraft out wide, you're looking to join further downwind to be ahead of him and he'll be getting further behind you all the way down. It's a game of moving targets. There's Crosswind after take off and it's Base after downwind. They are likely to be the ones who incorrectly turn on landmarks instead of performance; they realise they're in the wrong spot and fly across to the landmark. If you look at the circuit tracks there are no collision points (unless you are silly enough to run over the aircraft ahead of you on takeoff) until final. Downwind is still reasonably orderly from take off; Base not only has wings turning which are easier to see, but its the start of collecting into an orderly final. You might have an opinion but if 98% of Pilots are following the CASA information your chances of being involved in a collision elevate. If you look at the diagramme downwind is a bit of a long breather where you have time to do your pr-landing checks, have a look round at the order of aircraft and speed up/slow down/extend circuit/shorten circuit to help build an orderly line of aircraft so they can all land, minimising wasted go rounds. I take it the downwind you are adjusting is a downwind join. If so and you start with the intention of joining midfield, all the aircraft are arrayed in front of you and as you apprach the circuit you can see the faster ones and the slower ones etc. so while there's no problem with someone at a country strip calling downwind, there's not enough time in a busy radio strip. It really doesn't matter when they turn downwind, but it matters a lot more on the Base turn order-wise.

I found this is less than 30 seconds; a little help from Victorian Legal Aid xYellowLine.pdf

........PNC #1. This just provoked Onetrack to the point where he gave big E a fixed stare and then broke his arm in the gentlest ways. This started ............. #1 Primary Nerve Centre.

NHVR have just introduced an increased a national truck width to 2550 mm.

Almost certainly the other States and Territories (CWLTH) are shaering costs. Like changes to aviation regulations, each State publicised it conducted public information sessions and the industries went along with it. When it was obvious that a commonality body was morphing into a giant imitation of Queensland Transport there was no significant complaint. "Services" have been expanded into overdimensional permit issue, road compliance and enforcement......and the weight and rule variations were still there last time I looked.

We are six Sovereign States each with its own Parliament. The public can want everything the same, the road authorities can agree and also want everything the same, but in our democracy a law has to go through both Houses of each State Parliament where the members have competing priorities and a single Member of Parliament from any State can send that State off in a different direction, or a State may have a logical reason for doing something differently. For decades trucks travelling from Melbourne to Brisbane had different load capacities in each State plus a whole lot of other differences. We said that was ridiculous and eventually the governments could see the benefit of being able to carry a full load from Point A to Point B, so they came up with a concept where they would have their quartely meetings together and thrash out a National rule, then they would pick a State to be the enacting State to democratically debate the rule and pass it. When that rule was gazetted in the enacting State, all the other States would enact a mirrored rule by default, i.e. it didn't have to be debated. And so the National Heavy Vehicle Regulator was born. I recommended a staff of about 6 to assess the problem rules, settle on a common rule and then send that to the enacting State. The enacting State chosen was Queensland, the current staff level is "more than 830" and growing.